CN105745461B

CN105745461B - Decoupler with overrunning and belt start capabilities having simple construction

Info

Publication number: CN105745461B
Application number: CN201480062465.8A
Authority: CN
Inventors: 瓦伦·J·威廉斯
Original assignee: Litens Automotive Partnership
Current assignee: Litens Automotive Partnership
Priority date: 2013-11-14
Filing date: 2014-11-14
Publication date: 2020-06-09
Anticipated expiration: 2034-11-14
Also published as: US20160298703A1; US10655689B2; WO2015070329A1; DE112014005217T5; CN105745461A

Abstract

A clutched device is provided that includes a hub, a pulley, and a roller clutch. The roller clutch includes a cage and at least one roller. The roller is configured to engage a first engagement surface operatively associated with the hub and configured to engage a second engagement surface operatively associated with the pulley. The cage is movable between a first position in which torque is transferable from one of the hub and the pulley to the other of the hub and the pulley through the roller clutch and the isolation spring, allowing the other of the hub and the pulley to overrun the one of the hub and the pulley, and a second position in which torque is transferred from the other of the hub and the pulley to the one of the hub and the pulley through the roller clutch.

Description

Decoupler with overrunning and belt start capabilities having simple construction

Cross Reference to Related Applications

This application claims the benefit of U.S. provisional application No. 61/904,292 filed on 2013, 11, 14, the contents of which are incorporated herein by reference in their entirety.

Technical Field

The present disclosure relates generally to the field of vibration isolators used between an engine crankshaft and a belt or other endless drive member, or between an accessory such as an MGU or alternator shaft and an endless drive member.

Background

It is known to provide a vibration isolator (isolator) on the engine crankshaft or belt driven accessory such as an MGU (motor generator unit) or alternator, which is driven by a belt from the engine crankshaft in a vehicle. As is well known, the crankshaft undergoes acceleration and deceleration cycles associated with the firing of cylinders in the engine. The vibration isolator allows these accelerations and decelerations to occur with a reduced impact on the velocity of the belt. A problem with some vibration isolators is that they do not provide a 'decoupling' that allows the belt and pulley to overrun the crankshaft of the engine. Decouplers have been proposed that include a power clutch to provide decoupling and also allow BAS (belt/alternator start) capability of the engine when needed. However, such decouplers can be complex. It would be advantageous to provide a decoupler that at least partially addresses this problem.

Disclosure of Invention

In one aspect, a clutched device is provided that includes a hub, a pulley, and a roller clutch. The hub defines an axis and is connectable to a rotatable shaft of a rotating device. The pulley is rotatable relative to the hub and engageable with the endless drive member. The roller clutch includes a cage and at least one roller, the cage surrounding the at least one roller to guide an angular position of the at least one roller about an axis. At least one roller is engageable with a first roller engagement surface operatively associated with the hub and is engageable with a second roller engagement surface operatively associated with the pulley. The cage is movable relative to at least one of the first and second roller engagement surfaces between a first position in which torque is transferable from one of the hub and the pulley to the other of the hub and the pulley through the roller clutch and the isolation spring and permits the other of the hub and the pulley to overrun the one of the hub and the pulley, and a second position in which torque is transferable from the other of the hub and the pulley to the one of the hub and the pulley through the roller clutch.

In another aspect, a clutched device for an engine of a vehicle is provided. The engine has a crankshaft engaged with an endless drive member. The endless drive member is engaged with an electric motor operable to start the engine via the endless drive member. The vehicle also includes a vehicle battery. The clutch device includes a hub, a pulley, a clutch actuator, and a secondary power source. The hub defines an axis and is connectable to a rotatable shaft of a rotating device. The pulley is rotatable relative to the hub and engageable with the endless drive member. The clutch actuator is electrically operated. The clutch is operable to control torque transfer between the hub and the pulley. The secondary power source is separate from the battery and operatively connected to the clutch actuator.

Drawings

The foregoing and other aspects of the disclosure will be more readily understood by reference to the following drawings, wherein:

FIG. 1 is a front view of an engine having a belt drive, a clutched device according to an embodiment of the present invention;

FIG. 2 is an enlarged perspective view of the clutch device shown in FIG. 1;

FIG. 3 is an exploded perspective view of the clutch device shown in FIG. 1;

FIG. 4 is a front cross-sectional view of the clutched device shown in FIG. 1;

FIG. 5 is another front cross-sectional view of the clutched device shown in FIG. 2 in another cross-section;

FIG. 6 is another front cross-sectional view of the clutched device shown in FIG. 2 with some components removed;

FIGS. 7a and 7b are simplified cross-sectional perspective views of the clutching device shown in FIG. 2, showing rollers in first and second positions, respectively, based on the roller clutch; and

fig. 8 is another front cross-sectional view of the clutch device similar to fig. 6 but from an opposite perspective.

Detailed Description

Referring to fig. 1, an engine 10 for a vehicle is shown. The engine 10 includes a crankshaft 12, the crankshaft 12 driving an endless drive member 14, for convenience the endless drive member 14 may be referred to as a belt 14, it being understood that any other suitable endless drive member may alternatively be used. The engine 10 drives a plurality of accessories 16 (shown in dashed outline) such as MGUs (motor generator units) 18 via a belt 14. Each accessory 16 includes an input drive shaft 15, the input drive shaft 15 having a pulley 13 thereon driven by a belt 14. A clutch device 20 is shown on the engine crankshaft 12 and the clutch device 20 is used to control the torque transfer between the crankshaft 12 and the belt 14. The clutching device 20 may be referred to as a decoupler 20, as the clutching device 20 provides the ability to isolate the belt 14 from torque vibrations in the crankshaft 12 at least to some extent and provides an overrunning capability at the belt 14, allowing the belt 14 to temporarily overrun (over run) the crankshaft 12 as needed. In some embodiments, the decoupler 12 also provides the ability for the belt 14 to drive the crankshaft 12 to provide thrust or BAS (belt/alternator start) capability to the engine 10.

The decoupler 20 is shown in an enlarged perspective view in fig. 2, an exploded perspective view in fig. 3, and a front cross-sectional view in fig. 4. As seen in fig. 2-4, the decoupler 20 includes a hub 22, a one-way clutch 23, a clutch actuator 24 (only a small portion of the clutch actuator 24 is shown in fig. 3), an intermediate member 25, first and second isolation springs 26 (shown at 26a and 26b, respectively), and an isolator pulley 28.

The hub 22 may be adapted to be mounted to the crankshaft 15 (fig. 1) in any suitable manner. For example, the hub 22 may have an aperture 30 (fig. 4) for a threaded fastener (shown at 32 in fig. 2, 3, and 5) that passes through the aperture 30 into a threaded hole (not shown) in the end of the crankshaft 12 (fig. 1). Hub 22 defines an isolator axis a and is rotatable about isolator axis a.

The hub 22 may include a bearing surface 34 for supporting a bearing 36, the bearing 36 in turn supporting a bushing engaging surface 38 on the pulley 28 to allow relative rotation between the pulley 28 and the crankshaft 12 and the hub 22. The bearing 36 may be any suitable type of bearing, such as a single row ball bearing. Alternatively, any other suitable means for supporting the pulley 28 such that the pulley 28 rotates relative to the hub 22 may be used.

The one-way clutch 23 can be controlled to transmit torque from the hub 22 to the pulley 28 (during rotation in the first direction D1 shown in fig. 4), but can be controlled to allow the pulley 28 to overrun the hub 22 in the first direction D1, and also to allow torque to be transmitted from the pulley 28 to the hub 22 in the first direction D1, if desired.

The one-way clutch 23 may be a roller clutch as shown in fig. 6, and may include at least one roller 39 (in the illustrated embodiment, there are eight such rollers 39) and a cage 40 surrounding the rollers 39 to guide the angular position of the rollers 39 about the axis a.

The rollers 39 are configured to engage a first roller engagement surface 41 operatively associated with the hub 22 (in this example, the surface 41 is located directly on the hub 22) and to engage a second roller engagement surface 42 operatively associated with the pulley 28. In the illustrated embodiment, the surface 42 is located on the intermediate member 25, and the intermediate member 25 drives the pulley 28 through the isolation spring 26, as further described below.

The cage 40 is movable (e.g., rotatable about axis a) relative to one of the first and second

roller engagement surfaces

41, 42 between a first position shown in fig. 6 and 7a and a second position shown in fig. 7 b. Referring to fig. 7a, in the first position, torque can be transmitted from the hub 22 to the pulley 28 through the roller clutch 23 and the isolation spring 24 (and the intermediate member 25 if the intermediate member 25 is provided). Further, when in the first position, as shown in fig. 7b, the pulley 28 is allowed to overrun the hub 22. It can be seen in fig. 7a that rotation of hub 22 in direction D1 maintains a wedging force on rollers 39 so that torque transfer can occur, while rotation of surface 42 of intermediate member 25 does not maintain a wedging force on rollers 39 and therefore produces no or little torque transfer. When in the second position (fig. 7b), the rollers 39 have moved to their respective flat-topped second ends, shown at 45, so that torque can be transferred from the pulley 28 to the hub 22 through the roller clutch 23 due to the wedging force generated on the rollers 39. Although for simplicity the cage 40 itself is not shown in fig. 7a and 7b, it should be understood that the position of the rollers 39 defines the position of the cage 40 and the position of the cage 40 defines the position of the rollers 39. In other words, if the position of the roller 39 is known, the position of the cage 40 is known, and vice versa.

As can be seen in fig. 6, the first roller engagement surface 41 and the second roller engagement surface 42 cooperate to form at least one first wedging corner 43 and at least one second wedging corner 44. In the illustrated embodiment, there are eight first wedging corners 43 and second wedging corners 44 (i.e., there is one first wedging corner 43 and one second wedging corner 44 for each roller 39). The engagement of the roller 39 with the first wedging corner 43 allows torque to be transferred from the hub 22 to the pulley 28. The engagement of the roller 39 with the second wedging corner allows torque to be transferred from the pulley 28 to the hub 22. Referring to fig. 7a, wherein the position of the cage 40 is obscured as indicated above by the position of the roller 39 itself, even though the cage 40 is not shown, when the cage is in the first position the roller 39 engages with the first wedging corner 43 and when the cage is in the second position the roller 39 engages with the second wedging corner 44.

Referring to fig. 8, the roller clutch 23 further includes at least one cage biasing member 45 that urges the cage 40 toward the first position. In the illustrated embodiment, there may be eight biasing members 45, however, for simplicity, only one biasing member 45 is shown. The biasing member 45 may act between a first cage biasing member engagement surface 46 on the cage 40 (e.g., at the blind end of the pocket 47 shown in fig. 8) and a second cage biasing member engagement surface 48 on the hub 22 (e.g., on axial/radial fins 49 on the hub 22).

The clutch actuator 24 is shown in fig. 5 and includes an electromagnetic coil 50 and an armature 52. The electromagnetic coil 50 is mounted in a coil housing 54, the coil housing 54 itself being mountable (e.g., via threaded fasteners) to a stationary surface such as a portion of a mounting bracket of the engine 10. The coil 50 is connected to a control system 56 and to a power source 58. The power source 58 may be any suitable power source such as a vehicle battery or some other power source such as a super capacitor as described further below. In the illustrated embodiment, the power source 58 is a secondary power source and is connected to a vehicle battery, shown at 59.

Axially overlapping flanges

60, 62, 64 and 66 on the housing 54 and the pulley 28 control the transfer of magnetic flux from the coil 50 to the pulley wall shown at 68. An aperture 70 (in the form of a circumferentially extending slot) in the pulley wall 68 controls the magnetic flux applied by the coil 50 on the armature 52 within the pulley 28. For sealing purposes, the groove 70 may be filled with a non-magnetic (e.g., a suitable polymeric) material.

Energization of the coil 50 draws the armature 52 axially into engagement with the pulley wall 68. The armature 52 is rotationally connected to the cage 40. The friction of the armature 52 against the pulley wall 68 overcomes the biasing member 45 and drives the cage 40 and the rollers 39 against the bias of the cage biasing member 45 in a rotational manner relative to the hub 22 (and the pulley 28) to the second position in which the rollers 39 are located at the second wedging corner 44. De-energizing of the coil 50 reduces or eliminates friction between the armature 52 and the pulley wall 68 to move the cage 40 and the roller 39 to the first position under the urging of the cage biasing member 45 to bring the roller 39 to the first wedging corner 43.

Referring to fig. 4, the intermediate member 25 transmits torque from the hub 22 (via the roller clutch 23) to the isolation springs. In the exemplary embodiment shown, the intermediate member 25 is a polymeric or metallic member supported on rollers 39. The intermediate member 25 has

drive arms

25a and 25b thereon, the

drive arms

25a and 25b including a first side 80, the first side 80 having a first spring end engagement surface thereon and engaging a first end 82 of the isolation spring 26. Alternatively, a single drive arm or three or more drive arms may be provided.

The isolation springs 26 elastically deform to isolate the endless drive member 14 and the crankshaft 12 from sudden changes in vibration or other torque therebetween. In the particular embodiment shown, the isolation springs 26 transmit force between the hub 22 and the pulley 28 via the roller clutch 23 and the intermediate member 25.

The spring 26 in the illustrated example is an arcuate, helical coil compression spring made of any suitable material, such as spring steel. However, any other suitable type of spring may be used, such as a closed cell foam spring or a PTU spring, for example. The springs 26 operate in parallel. A single isolation spring 26 may be provided, or three or more springs 26 may be provided instead of the two springs 26 shown.

The spring 26 has a second end 84, the second end 84 engaging a second spring end engagement surface 86 provided on a first side of a lug 88 on the pulley 28. A second side of the lugs 88 is shown at 90 and has an engagement surface that engages a second side 92 of the

drive arms

25a and 25 b.

A vibration isolation member shown at 94 may be provided to suppress noise generated in the event of a collision between the lugs 88 and the

drive arms

25a and 25 b. The vibration isolation members 94 may be polymeric. In addition, the vibration isolation members 94 may prevent contact between the radially outer surface of the spring 26 and the inner surface of the pulley 28. Optionally, the isolation springs 26 may be preloaded to help keep all components engaged at least when the clutched device 20 is in the home position. However, during normal operation of engine 10, there will be relative angular movement between lugs 88 and drive

arms

25a and 25b caused by compression of spring 26 during torque transfer from hub 22 to pulley 28.

The pulley 28 is supported for rotation relative to the crankshaft 12 via a bearing 36 and is engageable with the belt 14. It should be noted that the term "belt" is used for convenience but may alternatively be any suitable endless drive member. Similarly, the term "pulley" is used for convenience but may alternatively be any suitable rotating member that is capable of engaging with an endless drive member.

The pulley 28 in the illustrated embodiment has a belt engaging surface 72 configured to engage a multi-V-groove belt. The pulley 28 may be made of two elements including a main portion 28a and a cover member 28b, the cover member 28b being connected to the main portion 28a via any suitable means (e.g., by fasteners, one of which is shown at 91 in fig. 3). The pulley 28 may be made of any suitable material, such as a suitable metal, such as steel.

A two-piece sealing member 93 is shown in fig. 3 and 5, and additionally the two-piece sealing member 93 inhibits dust and debris from entering the interior of the clutch device 20.

When the engine crankshaft 12 is to drive the belt 14 (fig. 1) through the clutching device 20, the clutch actuator 24 may be de-energized such that the cage 40 and rollers 39 are in the first position, thereby allowing torque to be transmitted from the hub 22 to the pulley 28 through the device 20. In this mode, torque transfer occurs from the hub 22 through the roller clutch 23 (specifically, through the rollers 39) into the intermediate member 25. Torque is transmitted from the

drive arms

25a and 25b of the intermediate member 25 to the isolation spring 26 and through the spring 26 to the pulley 28. Torque is transferred from the pulley 28 to the belt 14 (fig. 1).

In the event that the belt 14 passes beyond the crankshaft 12, the cage biasing members 45 prevent the rollers 39 from moving to the second wedging corner 44 and thus torque (other than a small amount of frictional torque) is not transmitted from the pulley 28 back to the hub 22. Thus, the clutching device 20 acts as a decoupler to allow the belt 14 to overrun (over run) the crankshaft 12.

In the event that the control system 56 receives a command to provide thrust to the engine 10 or to start the engine 10 via the belt 14 using the MGU18, the control system 56 energizes the clutch actuator 24 (and specifically the coil 50) to move the cage 40 and the rollers 39 to the second position to bring the rollers 39 to the second wedging corner 44 against the urging or bias of the cage biasing member 45. Thus, rotation of the pulley 28 in the direction D1 (as the pulley 28 itself is driven by the MGU18 as driven by the belt 14) transfers torque from the lugs 88 to the

drive arms

25a and 25b and hence to the intermediate member 25. Torque is transferred from the intermediate member 25 through the roller clutch 23 (specifically, through the rollers 39) to the hub 22 and thus to the crankshaft 12. It should be noted from this description that when the cage 40 is in the second position, the torque transmitted from the pulley 28 to the hub bypasses the isolation spring 26.

It has been described above that the power source 58 may be a vehicle battery, or the power source 58 may be a secondary power source such as a super capacitor. In such a situation (i.e., where the power source 58 is a secondary power source), the power source 58 may be used to start the engine 10 via the BAS system even if the vehicle battery is dead for some reason, thereby preventing the vehicle battery from being used to start the vehicle using a standard starter motor. Additionally or alternatively, embodiments can be provided in which the starter motor (not shown) is completely eliminated and the secondary power source is always used to start the engine 10. In any event, in embodiments where the power source 58 is a secondary power source and is not the vehicle battery itself, the secondary power source 58 may draw power from the vehicle battery and may thus maintain its own sufficient level of charge to start the engine 10 as needed.

While it is beneficial to provide the decoupler 20 on the crankshaft 12 of the engine, it is possible to alternatively mount an embodiment of the decoupler 20 on the shaft of the MGU 18. In some cases, where there is no decoupler on the crankshaft, it may be desirable to provide other components on the crankshaft, such as a torsional vibration damper pulley. In some embodiments, it is considered less expensive to provide a vibration isolator on the MGU18, providing smaller components than allowed on the crankshaft 12, since the pulleys and drive shafts for the MGU are inherently smaller than the pulleys on the crankshaft 12.

It has been shown that the roller clutch 23 is disposed between the hub 22 and the intermediate member 25 and the isolation spring 26 is disposed between the intermediate member 25 and the pulley 28. However, it is alternatively possible to provide the isolation spring 26 between the hub 22 and the intermediate member 25 and to provide the roller clutch 23 between the intermediate member 25 and the pulley 28.

It will be understood by those skilled in the art that various modifications may be made to the embodiments described herein without departing from the scope of the appended claims.

Claims

1. A clutched device for an engine of a vehicle, wherein the engine has a crankshaft engaged with an endless drive member, wherein the endless drive member is engaged with an electric motor operable to start the engine via the endless drive member, wherein the vehicle further comprises a vehicle battery, wherein the clutched device comprises:

a hub defining an axis and connectable to a rotatable shaft of a rotating device;

a pulley rotatable relative to the hub and engageable with an endless drive member;

a clutch;

a clutch actuator electrically operated, wherein the clutch is operable to control torque transfer between the hub and the pulley; and

a secondary power source separate from the vehicle battery and operatively connected to the clutch actuator to operate the clutch actuator even when the vehicle battery is unpowered.

2. The clutch device for an engine of a vehicle according to claim 1,

wherein the clutch is a roller clutch including a cage and at least one roller, the cage surrounding the at least one roller to guide an angular position of the at least one roller about the axis, wherein the at least one roller is engageable with a first roller engagement surface operatively associated with the hub and is engageable with a second roller engagement surface operatively associated with the pulley,

wherein the cage is movable relative to at least one of the first and second roller engagement surfaces between a first position in which torque is transferable from one of the hub and the pulley to the other of the hub and the pulley through the roller clutch and isolation springs, and wherein the other of the hub and the pulley is permitted to overrun the one of the hub and the pulley, and a second position in which torque is transferable from the other of the hub and the pulley to the one of the hub and the pulley through the roller clutch.

3. The clutched device for an engine of a vehicle of claim 2, further comprising an electromagnetic unit and an armature, wherein the electromagnetic unit is energizable and de-energizable to move the armature between a first armature position and a second armature position, wherein the armature is operatively connected to the cage to control a rotational position of the cage relative to the at least one of the hub and the pulley.

4. The clutched device for an engine of a vehicle of claim 3, wherein the first and second roller engagement surfaces cooperate to form at least one first and at least one second wedging corner, wherein engagement of the at least one roller with the at least one first wedging corner allows torque to be transferred from the one of the hub and the pulley to the other of the hub and the pulley, and wherein engagement of the at least one roller with the at least one second wedging corner allows torque to be transferred from the other of the hub and the pulley to the one of the hub and the pulley, and wherein the at least one roller is engaged with the at least one first wedging corner when the cage is in the first position, and wherein, the at least one roller engages the at least one second wedging corner when the cage is in the second position.

5. The clutched device for an engine of a vehicle of claim 4, wherein the roller clutch further comprises at least one cage biasing member that urges the cage toward the first position, and wherein de-energizing of the electromagnetic coil moves the cage to the first position via the at least one cage biasing member, and wherein energizing of the electromagnetic coil moves the cage to the second position against the bias of the at least one cage biasing member.

6. The clutched device for the engine of the vehicle of claim 3, wherein the armature moves axially by energization of the electromagnetic coil to frictionally engage between the armature and the pulley, wherein the armature is rotationally connected to the cage, wherein frictional engagement of the armature with the pulley during energization of the electromagnetic coil causes movement of the cage to the second position.

7. The clutched device for the engine of the vehicle of claim 2, wherein torque transfer from the other of the hub and the pulley to the one of the hub and the pulley bypasses the isolation spring when the cage is in the second position.

8. The clutched device for an engine of a vehicle of claim 7, wherein the isolation spring has a first end and a second end, and wherein the one of the hub and the pulley comprises at least one drive arm, wherein a first side of the at least one drive arm is engageable with the first end of the isolation spring, and wherein the pulley has at least one lug, wherein a first side of the at least one lug is engageable with the second end of the isolation spring, and wherein a second side of the at least one lug is engageable with a second side of the at least one drive arm.

9. The clutched device for the engine of the vehicle of claim 8, wherein the isolation spring is a first of two isolation springs.

10. The clutch device for the engine of the vehicle according to claim 1, wherein the secondary power source is a super capacitor.